Geared locomotive



Dec. 2, 1941. w. J. BEsLER GEARED LOCOMOTIVE Filed Oct. 11, 1937INVENTOR. I V/LL/AM J. BESLER A TTORNEYS.

Patented Dec. 2, 1941 UNITED STATES PATENT OFFICE GEARED LOCOMOTIVEWilliam J. Besler, Plainfield, N. J.

Application October 11, 1937, Serial No. 168,361

8 Claims.

This invention relates to steam locomotives and more particularly tolocomotives employing a plurality of steam driven engines disposed uponand driving individual traction axles.

Among the objects of the present invention is the provision of alocomotive of high horse power which will be free from exposed workingparts.

Another object of the invention is to provide a steam locomotive whichwill have its totally enclosed working parts operating in a bath of oil.

Another object of this invention is to provide a steam locomotive whichwill eliminate outside connecting rods and unbalanced reciprocatingparts preventing, among other things, tomary vibration.

A further object of this invention is to provide a steam locomotive inwhich the driving axles are independently powered.

Another object of the present invention is to provide a steam locomotivewith separately powered axles that will allow each individual drivingaxle to have a restricted lateral motion with respect to the main frameand permit a floating of the axles so that the effective rigid wheelbase will be minimized if not entirely eliminated.

A further object of this invention is to provide a steam locomotivehaving the main locomotive frame outside ofthe wheels to provide abetter balance for the locomotive in taking curves at a high speed.

An object of the present invention is to provide a steam locomotive withmain side frames and springs outside the driving wheels so that betterriding and greater stability will result.

Another object of the present invention is to provide a steam locomotiveof the type and design herein disclosed, wherein the journal boxes foreach individual axle are mounted on the frame outside of the wheels and.wherein the engines are mounted on, ride with and take alignment fromeach of the driving axles.

Another object of this invention is to provide a locomotive with gearedtype steam engines of the novel characteristics herein described and atth same time eliminating all unbalanced dynamic forces therebypreventing the present difficulties resulting from track hammer which isgenerally known to be produced by such unbalanced dynamic forces.

An object of the present invention is to provide a locomotive with aplurality of steam driving engines having the effect and characteristicsof a smooth continuous torque and high tractive effort which will givethe steam locomotive the apthe cusproximate balance and torquecharacteristics of an electric locomotive.

An object of this invention is to provide a steam locomotive which willhave the smooth high tractive effort of an. electric locomotive and toprovide railroads with a steam locomotive power at a fraction of thecost of electrification.

Another object of this invention is to provide a locomotive which, byits characteristics of outside main side frames, elimination ofreciprocating parts and the like will lend itself to the application ofprotective sheathing and so clean up the appearance of the conventionallocomotive. Furthermore a locomotive of the type herein described isparticularly adapted to the application of streamline design.

Another object of this invention is to provide a steam locomotive with aplurality of driving engines which will be identical and interchangeableso that for engine repairs any or all of the engines may be removed,replaced, and repaired with interchangeable units.

Another object of the invention is the provision of an engine which isbalanced on each side -in the horizontal plane-thus bringing the centerof weight directly above the axis of the axle and so imposing no load onthe engine frames except such as is imposed through the torque bar.

Still another object of the present invention is the provision of asteam locomotive having a plurality of driving units each of which isconnected to the main frame only by means of the drive axle bearing anda torque bar.

Further objects are to provide a construction of maximum simplicity,economy, ease of assembly and such further objects, advantages andcapabilities as will later more fully appear and as are inherentlypossessed thereby.

The invention further resides in the combination, construction, andarrangement of parts illustrated in the accompanying single sheet ofdrawings and while there is shown therein a preferred embodiment it isto be understood that the same is capable of modification and change,and comprehends other details and constructions without departing fromthe spirit or the scope of the present invention.

Referring now to the drawing:

Fig. 1 represents a diagrammatic view of the conventional steamlocomotive in side elevation with the water tube type fire box. The fourdriving wheels are shown in position with the main side frames andjournal saddles and boxes removed Fig. 2 is a sectional view taken onthe line II-JI of Fig. 1 illustrating the position of the drivingengines between the wheels and the mounting thereof on the axle andshowing the main side frames and journal boxes.

Fig. 3 is a vertical section taken on the line III-III of Fig. 2 andlooking in the direction of the arrows.

Referring now more particularly to the draw- In Fig. 1 there isillustrated in diagrammatic form a more or less conventional locomotivebut with the individual driving units positioned below the engine framein their relative respective positions to fully illustrate the inventionherein. The drive units are designated generally-by the numeral Ill. Theunit comprises a pair of driving wheels II and an axle l2 whose outerextensions l3 permit journaling in journal boxes I4 and an enginegenerally indicated as H. -Theijournal boxes are sprung tothe'locomotiveframe through saddle l6, rockerrpins 118a and leaf springs I5. The -mainside frame is shownas l5a=and may include a binder member (not shown)running between depending portions of the main-side frame [511 and-underthe journal I I4 in the conventional manner. The axle'l'tis so journaledin the journal boxes [4 as to "permit free transverse or lateral'move-'ment-=but with restricted scope*which is particularly advantageous and"desirable in -negotiating curves. Thisaxle mounting in the' jo'urnalboxes I4 may be uniform for each of the individual driving units so thatthe amount of free lateral or transverse movement issubstantially equalin each. However, it'has' been'found desirable in certain instances tofurther restrict the lateral movement on the center or intermediateunits where the greater lateral movement is not required for thea'ccommodationof curves and the like. 'When mounted in this: manner theaxle may be said to float its jou'rna'ling. With each individual drivingaxle mounted for individual operation it is readily seen that theeffective rigid wheelbase of the-conventional locomotive is itselfsubstantially done away w ith and may" be said to exist in the presentstructure only insofar'as' the center units may be restricted in theirlateral movement as compared with the late'ral' movement of the endunits. "With' th-is -individu'al mounting ofeach drive' axle it ispossible to use high speed locomotives over all of the divisions of arailroad even through mountainous sections where the'curves are frequentand sharp. The outside journal boxes 'I 4 are preferably oil lubricatednot only to insure proper lubrication at high speeds but constantlubr'ication in all positions of the lateral movement-of the-axle.

Mounted onthe axle IZb'etWeen -the drive wheelsll there is-shown aV-type reur cylinder reciprocating steam engine l 1 withdependingcylinders. The engine H is geared directly' to the' drive axle 12 bymeans of g'ear-'|8 andg'ear 20' mounted in the median po'rtion of theaxle 12. The engine shown-for each drive un-it has four cylindersarranged in'V-pairs'=dispo'sedon either side ofthe driving gears 8 and:2 6. 28ecause of their depending position theire engine assembly isbalanced in po'sitionomeach sideof the axle imposing no' load on theengine fraiiie except the'fore and aft torque offthe torque I bar orlink 2 l which isfasten'ed in any suitable "mariner I to the crossmember -2 2 which latter is l attached"- to-'- the main frame structureof the locomotive. The torque bar is fastened to the engine housing 30at 23 in any suitable manner and not only holds the engine in positionbut forms the only direct attachment of the engine to the main frame ofthe locomotive. This assembly and positioning of the engine completelybalances the engine on the axle l2 and does away with any unbalanceddynamic forces in the drive assembly such as the drive rods of theconventional steam locomotive. Thus there is provided a.locomotive .withseparate power -units which is arranged for-a constant torquepropulsion.

I -The engine I! and the manner of its mount- 'ing is best understood byreference to Fig. 3 where "forconve'nience two cylinders only aresectioned -to show the operation. The entire engine assembly is'enclosedwithin an outer housing member 30 ahdan inner housing member 3| whichfits over the axle I 2 and is directly carried by the said axle. Thehousing members 30 and 3| are sEur-ther positioned on the axle -l2 andthe entire engine assembly held in place by housing member 32 which issecured in any'su-itableway to the inner housing member 3|. -Suitableaxle bearing members 33 and"34-areprovided onthe inner faces {of housingmember-s3 l -and 32. Thus it isreadily seen that the engineis mountedon,-rides on andtakes-its alignment from .the axle l2. This-alsoaccomplishes and makes. possible an engine mounting. havinga housing 230entirely surrounding all-of the movingz'parts including the axle l2. 7As further shown in Fig. 3 the engine cylinders 40 and 4lare disposed onopposite-sides/of'the longitudinal center of the axle I2- and in a planeat right angles to the'-aX-is of rotation. The engine itselfmay-generally be described as having the cylinders 40 and 4 l whicharepositioned and shapedtobecome apart of the housing 30 with piston heads"#2 and--43 secured in the customary manner to cross-heads and-45transmit-ting motion to'the connecting rods 46- and 41, whichare mountedon a shaftv 48 by a flying crank 50 with. suitable bearings 5| for each.Shaft-48 is suitably journaled in the sides of the housing member 38.The crank 50 has a counterweight 52 to insure smooth, even-joperationand to maintain the thoroughly balanced operation. Each cylinder has twopower impulses for 'each revolution, therefore the fourcylinders-forearm power I unit shown -in :thewdrawing will have eightpower impulses-per revolution.

- inside the housing: 30-and positioned below the driving gear 20 and"theaxle: I2 isan oil pan 5,3. The gearZfi operates constantly-in-Jabath-of-oil maintained inthis pan and a as it rotates it carrieslubricating oil from the; pan to the gear -I 8 mounted on the shaft n,;At the point where the gears: 20 and l 8 -mesh,--lubricating oil isdis'tributed throughout the working.- partsof the engine. -For examplesomeof the oil carried by gear 28 is transferred .to gear 1.8 andby.gravity the oil is carried to bearings 56 and5'land along shaft'EB.'From 'there oil'is carried to the crank 50' and "into the;.journali'ng' of "the shaft. Since the interior of the engine" housing"'isjto'a' large extent, open and"c'oriimunicating, the splash of the oilconstantly squeezed outat the point-of meshing will alsos'ervetofurnish'oil for lubrication as above. In addition some of theoil willmove-down the connecting rods by gravitation -'to"- keep the cross-headsE l -and 45 lubricated as well as -the bea rin'gsl.:5aand andvpis'ton':rods 58 and-=59. 6-11 will also flowxdown: the sides of gear 20 -=to'lubricate thel axle bearingsr 33 and 35 formed by the housing memebrs 3|and 32, with a constant flow toward the journals. Any excess oil in thehousing is drained back and returned to the pan 53 at points 60 and BIor at any suitable points by well-known means. Thus the bath of oilkeeps all of the moving parts properly lubricated at all times with acontinually fresh supply of oil. While this flow is sufficient tolubricate, as a factor of safety, it is advisable to have an independentpressure oiling system for supplemental lubrication.

Suitable reversing mechanism such as in common use in steam engines isprovided for at 62 to balance the positioning of the lug 23 on thehousing 30 by which the engine is fastened to the torque bar 2| and tothe locomotive crossmember 22.

Since each unit I0 is complete in and of itself and operatesindependently of the other units except that all have the single sourceof steam supplied to the engines by the boiler of the locomotive, manystructural and practical advantages follow. In the event one of thedriving units should become fouled for any reason it is not necessary totake the entire locomotive out of service. All that is necessary is torelease the journalings and the torque bar 2| and quickly remove theentire unit on the drop pit. As the units may be made interchangeable itis equally as simple and fast to insert a new drive unit, fasten it inplace and put the locomotive back in service. Likewise the engine itselfis rendered easily accessible for repair, adjustment or dismantling.

Obviously the locomotive described herein has eliminated the tremendousmain and side rods with the attendant counterbalancing and in so doinghas eliminated the vibration and the ham-- mer blows on the tracks whichresult from counterbalance weights and other unbalanced dynamic forces.The absence of main and side rods and other motion work makes itpossible through practical elimination of the rigid wheel base, toaccommodate sharper curves than with locomotives of the conventionaldesign. This is furth'er accentuated by a closer spacing of the axles inthe present assembly keeping down the length of the locomotive.

The main side frame members of the locomotive being positioned outsidethe drive wheels lends structural advantage to protective sheathing andparticularly for streamlining without interference with moving parts ormaking accessibility diflicult.

I claim:

1. In a steam vehicle the combination of a main frame, a boiler mountedthereon, axle saddles depending from said frame, journal boxesassociated with said axle saddles, and a plurality of closely spacedidentical and interchangeable steam engine-axle units supporting saidframe by means of said axle saddles, each of said steam engine-axleunits comprising an axle, a V-type engine connected to drive said axleand mounted with the cylinders downward and the center of the weightmass substantially directly over the axis of the axle.

2. In a steam vehicle the combination of a main frame, a boiler mountedthereon, axle saddles depending from said frame, and a plurality ofclosely spaced identical and interchangeable steam engine-axle unitssupporting said frame by means of said axle saddles each of said steamengine-axle units comprising an axle journaled in boxes associated withsaid axle saddles, a V- type engine connected to drive said axle andmounted with the cylinders downward and the center of the weight masssubstantially directly over the axis of the axle, and a torque barextending in a general fore and after direction to connect each of saidengines to said frame, whereby the whole weight of each engine iscarried by its axle alone.

3. In a steam vehicle the combination of a main frame, a boiler mountedthereon, closely spaced axle saddles depending from said frame andspaced thereon at a distance apart only sufficient to allow workingclearance for the brakes on the driving wheels, a plurality of identicaland interchangeable steam engine-axle units supportin said frame bymeans of said axle saddles, each of said steam engine-axle unitscomprising an axle, and an engine mounted thereon, said engine beingpositioned so that it will not extend longitudinally substantiallybeyond the confines of the driving wheels.

4. Separate power units for steam locomotives comprising a singledepending V-type engine secured to and wholly supported on, geared toand taking alignment from an axle of the drive wheels.

5. Separate and interchangeable power units for steam locomotivescomprising a single depending V-type engine secured to and whollysupported on, and taking alignment from the axle of the drive wheels.

6. A steam locomotive having main side frames, drive wheels for saidlocomotive with axles therebetween, an engine mounted on each of saiddrive wheel axles in static balance and geared to said axles, all insuch a manner that the engine is secured to, wholly supported by andtakes alignment from the axle on which it is mounted, said axles beingjournalled in said main side frames outside the drive wheels.

'7. In a steam locomotive having main side frames and springing outsidethe driving wheels, a plurality of individually powered driving axleswherein the power driving each of said axles is a single engine mountedthereon in static balance in such a manner that the said engine issecured to, wholly supported by and takes alignment from its said axle,also said axle in each instance being journalled in said main sideframes with restricted lateral movement.

8. A steam locomotive with main side frames having a plurality ofseparate driving units each of which comprises a single engine mountedsubstantially in static balance and geared to the axle of a pair ofdrive wheels, whereby said engine is wholly supported on said axle andwherein all of the moving parts of the said engine for said drivingunits are enclosed within a suitable housing, and wherein each unit isconnected to the said locomotive only by means of the drive axlebearings in said main side frames and a torque bar which maintains theposition of said engine unit.

WILLIAM J. BESLER.

